Brake arrangement



4 Sheets-Sheet 1 wh NN N @uw @www vJm. 23, 1940.` wQH. BAsELT ET Al.

BRAKE ARRANGEMENT Filed Nov. 18, 1937 W. H. BASELT'ET AL Jan. 23, 1940.

BRAKE ARRANGEMENT Filed'Nv. 18, 1937 4 sheets-sheet 2 wazfefff 505e@ l@ damen,

Jan. 23, 1940. Y w. H. BAsELT ET AL BRAKE ARRANGEMENT Sheets-Sheet 5 Filed Nov. 18, 1937' Jan. 23, 1940. w. H. BAsELT ET AL 2,138,260

BRAKE ARRANGEMENT l Filed Nov. 18, 1937 4 sheets-sheet 4 Patented Jan. 23, 1940 UNITED STATES MTENT oFFicE BRAKE ABRANGEMENT Application November 18, 1937, Serial No. 175,237

8 Claims.

Our invention relates to brake rigging for railway cars and more particularly to a novel type of rigging for a truck utilized on more recent designs of high-speed trains.

It is an object of our invention to design a type of rigging for association with a high-speed truck wherein maximum clearance conditions will be permitted for the associated car body.

It is a further object of our invention to design such a novel type of rigging wherein may be conveniently associated hand brake means for operating the rigging in case of emergency failure of the usual power means.

There is further contemplated in our invention a brake rigging of the beamless clasp type lwherein dual power means will be supported from one end rail for operation of the brake rigging, leaving the other end of the truck substantially free of rigging between the wheels thereof.

Other novel features incorporated in our brake structure will be apparent from a consideration of the following specification describing the accompanying drawings and from the appended claims. f

1 In the drawings wherein, for the sake of clar ity, details are omitted from certain figures when better shown in others- Figure 1 is a top plan View of a truck and brake structure embodying our invention, only one half of the truck structure being shown inasmuch as the rigging is Asimilar at opposite sides of thetruck;

Figure 2 is a side elevation of the truck and brake structure shown in Figure 1;

Figure 3 is a vertical section taken at the transverse center line of the truck and substantially in the plane as indicated by the line 3-3 of Figure 1; y

Figure 4 is an end view of the truck and brake structure shown in Figures l and 2, the view being taken from the left as seen in those figures;

Figure 5 is a top plan View of the novel form of connection for hand brake means associated with our brake structure;

Figure 6 is a longitudinal sectional View through the structure shown in Figure 5, the section being taken substantially in the plane indicated by the line 6-6 of Figure 5;

Figure 7 is a fragmentary end elevation of the structure shown in Figures 5 and 6; and

Figure 8 isa top plan View of an entire truck and brake arrangement embodying our invention. The View in this ligure corresponds in general to Figure 1, except that in Figure 8 the entire braking arrangement is shown and certain of the reference characters are omitted.

Describing our novel structure in more detail, the truck structure comprises the side rail 2 with integral end rails 4 and 6 and the centrally lo- =5 cated spaced transoms 8 and I0 forminga means of connection tothe bolster which supports the car body. The side rail has the pedestal jaws I2, I2 forming therebetween the journal openings l4, I4 comprising the usual manner of con- 10 nection to the journal portions (not shown) of the associated wheel and axle assemblies I6, I6. Upon the said journal portions may be supported equalizers (not shown) of the conventional type upon which may be seated the usual spring 15 means providing support for the side rails 2 in the ordinary manner.

The brake rigging comprises the hanger lever I8 (Figure 2, right) pivotally hung as 'at I9 from the bracket 20 on the end rail 4, thelower end v20 of said hanger lever having a pivotal connection as at 22 with the paired inner and outer straps 24, 24, said connection being made adjustable as by the shim type slack adjuster indicated at 23 and comprising the adjuster bar 25 whose oppo- 25 site end is slotted as at 21 to provide an adjustable connection as at 29 with the bracket 3| in a manner well known. Intermediate its ends, the hanger lever I8 pivotally supports as at 25 the brake head 28 with its associated brake shoe 30, 3Q the pivotal position of said brake head on said hanger being controlled by the balance arrangement 32 of well known-type. The opposite ends of the straps 24, 24 have a pivotal connection as at 34 to the lower end of the-live truck lever 35 36, the upper end of said live truck lever having a pivotal connection as at 38 to the universal vlinks 46 whose opposite ends have a pivotal connection as at 42 to the trunnion end of the dead equalizing lever 44 which is slidably supported 40 as at 46 and 48 over theside rail 2 on the outturned flanges of the strap 56 which may be welded or otherwise secured on the top of said side rail. The rigging intermediate the wheels is supported by the paired hangers 52 hung from 45 their upper ends as at 54 from the bracket 56 integrally formed with the gusset 58 reinforcing the juncture of the side rail 2 with the transom 8, The lower ends of the hangers 52 have a pivotal connection as at 60 intermediate the ends of 50 the live truck lever 36, and also supported at said pivotal point 60 is the brake head '62 with the associated brake shoe 64, balancing means 66 of well known form being provided for said brake head.

'side rail as at 16, 16.

The dead equalizing lever 44 is fulcrumed intermediate its ends as at 68 from the link 16 whose opposite end is pivotally connected as at 12 to the bracket 14 secured on the top of the The outer end of the equalizing lever 44 has a pivotal connection as at 18 to the pull rod 86, the central portion of which is offset downwardly as most clearly seen at 82, 82 in- Figure 2. The opposite end of said pull rod 80 has a pivotal connection as at 84 to the outer end of the'live equalizing lever 86, said live equalizinglever having-its inner trunnion end pivotally connected as at 88 to the universal link means 90, the opposite end of said link means having a pivotal connection as at 92 to the upper end of the live truck lever 94, said lever 94 being supported by the paired hangers 86, 96, said hangers having their upper ends pivotally hung as at 96 from the bracket |00 integrally formed with the gusset |02 reinforcing the juncture ol' the side rail 2 with the transom I0'. The lower ends of the paired hangers 96 are pivotally connected as at |04 to a point intermediate the ends of the live truck lever 84, and at the said pivotal pointis likewise supported the brake head |06 with the associated brake shoe |88 as well as the brake head tie strap |09 (Figure 3), the opposite end of said tie strap having asimilar connection` with the brake head at the opposite side of the truck, the rotative position of said head being controlled as by the balancing means H0. The lower end of the live truck lever 94 has a pivotal and adjustable connection as' at ||2 to the paired inner and outer straps ||4, IM, the opposite ends of said straps having a pivotal and adjustable connection as at ||6 to the lower end of the hanger lever H8, said adjustable connection involving the slack adjuster indicated at |20 and the adjuster bar indicated at |22. The upper end of the hanger lever |.|8 hasa pivotal connection as at |24 to the bracket|26integrally formed on the end rail 6, and likewise at the pivotal point |24 are connected the upper ends of the paired hanger |28, the lower ends of said hangers having a pivotal connection as at |30 to apoint intermediate the ends of the hanger lever ||8 at which point is f also 'supported the brake head |32 with the associated brake shoe |34, the rotative position of said head being controlled by the balance means |36. Also at the pivotal point. |38 is connected one end of the brake head tie strap |31 (Figure 4) its opposite end being similarly connected to the rigging at the opposite side of the truck.

The live equalizing lever 86 is slidably supported over the side rail 2 on the out-turned flanges of the bracket |38 and said lever has a pivotal connection intermediate its ends as at |48 to the pull rod |42 whose opposite end is pivotally connected as at |44 to the diagonally arranged auxiliary lever |46, said auxiliary lever beingfulcrumed intermediate its ends as at |48 from the bracket |58 which may be secured to the frame radjacent, the juncture of the side frame 2 and the end rail 6 as at |52, |52. The diagonally arranged auxiliary lever |46 is furtherv guided and supported by the bracket |54 which may be welded to the frame as indicated at |56. The inner and lower end of the auxiliary lever |46 has a pivotal connection as at |58 to the pull rod |60. The opposite end of the pull rod |60 has a pivotal connection as at |62 to the end of the lcylinder equalizer |64, said equalizer having a pivotal connection adjacent one end as at |66 to the piston |68 of the cylinder |10 which may be supported, as likewise its companion cylinder at the opposite side of the truck center line, 4below the end rail 6 as by the bolt and nut assemblies |12, |12. The equalizer |64 ls supported adjacent its end on the Wear plate |65 by the angle iron and strap bracket indicated at |14, said bracket being supported from the end rail 6 as indicated at |16. The mid-point of the equalizer |64 has a pivotal connection as at |18 to the swivel jaw |86 (Figure 5) having a purpose to be hereafter more fully described and adjacent its opposite end the equalizer |64 has a pivotal connection as at |82 (Figure 5) similar to that shown at |66 with the companion cylinder (not shown) mounted on the end rail adjacent the cylinder |16, but on the opposite side of the longitudinal center line of the truck, the opposite end of the equalizer likewise having a pivotal connection as at |84 to a pull rod similar to the pull rod |60 and the latter to an auxiliary lever similar to the auxiliary lever |46, but at the opposite side of the truck.

Our novel hand brake arrangement is shown in detail in Figures 5, 6 and '7 wherein it may be observed that the equalizer |64vhas a pivotal connectionl as at |18 to the swivel jaw |80, said swivel jaw having its oppositeend pivotally connected as at |86 to the links |88, the opposite end of said links having a pivotal connection as at to the lower end of the vertical dead lever |82, said dead lever being fulcrumed intermediate its'ends as at |94 from the bracket |96'which may be secured on'the inner face'of the end rail 6 as by welding indicated at |98, |98. The upper end of the fulcrum lever |92 has a pivotal connection as at 200 to the pull rod 202 and the opposite end of said pull rod has aY pivotal connection as at 284 to one end of thehand brake lever 206, said hand brake lever being fulcrumed intermediate its ends as at 208 from the bracket 2|8 which may be secured on the top of the end rails 6 as by welding indicated at 2|2, 2|2. The outer end of the hand brake lever 206 may have a pivotal connection as at.2|4 to the exible cable 2|5 leading to the usual hand brake sheave. The outer end of the hand brake lever may be supported by the rstrap 2|6 welded to the topof the end rail 6 as indicated at 2|8, 2|8.

In operation, assuming'the parts to be in releasedY position, actuation of the power means |18 and'itscompanion power vmeans causes the equalizer |64 to move to the right as viewed in Figure l, thus moving to the right the pull rod |66' and rotating the diagonally arranged auxiliary lever |46 in a clockwise direction about the fulcrum intermediate its ends and causing movement of the pull rod |42 to the left (Figures 1 and 2). Such movement of the pull rod |42 causes counter-clockwise rotation of the live equalizing lever 86 about the fulcrum 84 at its outer end, thus applying the brakes on opposite sides of ythe adjacent wheel in a manner well known to the art. Continued actuation causes the live equalizing lever 86 to rotate in a clockwise direction about the fulcrum at'its inner end. thus moving the pull rod 80 to the left and rotating the dead equalizing lever 44 in a clockwise direction and applying the brakes to the wheel at the opposite end of the truck in a similar manner. Release of the power means causes the parts to move in directions reverse to those just described, this releasing the brakes.

In case of failure of the power means, the

'hand brake mechanism may be operated as follows. Rotation of the hand brake sheave will cause movement to the right of the-exible cable 2|5 wound thereon'and attached at 2|4 as previously described, this rotating in 'a clockwise direction the hand brake lever 6 about the iulcrumv 208 intermediate its ends, causing movement to the left of the pull rod 202 and rotating the fulcrum lever |92 in a counter-clockwise direction about the fulcrum |94 intermediate its ends thusv applying-movement of translation to the right to the cylinder equalizer |64 vthrough the swivel double e -jaw v|80 and applying the brakes in themanner above described for power o-peration. Rotation of the hand brake sheave in the reverse direction will permit release of the brakes. e

It is to be understood that we Vdo not wish to be limited by the exact embodiments of the device shown which aremerely by way of illustration and not limitation as various and other forms of the device will of course be apparent to those skilled in the art without departing from the spirit of the invention or the scope of the claims.

We claim:

1. In a railway truck a frame having side members and integral end rails, dual power means mounted on anV end rail, supporting wheel and axle assemblies, a cylinder equalizer connected to said power means, said equalizer having its opposite ends operatively connected to auxiliary levers mounted adjacent opposite corners of said frame at said end rail, and brake rigging for the wheels at opposite sides of the truck comprising interconnected live and dead equalizing levers supported on each side member and connected respectively to clasp brake means associated with adjacent wheels, said live levers having points intermediate their ends operatively connected respectively to said auxiliary levers,

veach of said dead equalizing levers having a swinging fulcrum connection with the adjacent side member, and brackets on said end rail affording sliding support for s aid auxiliary levers outwardly thereof and for *said equalizer inwardly thereof.

2. In a railway truck a frame having an end rail, dual power means mounted on said end rail, wheel and axle assemblies, a cylinder equalizer connected to the pistons of said power means, auxiliary levers fulcrumed on said end rail on opposite sides of said power means, said auxiliary levers having their inner ends connected to opposite ends of said equalizer and their outer ends operatively connected to brakin-g means associated with wheels at the opposite sides of the truck, said braking means comprising dead truck levers outwardly of the wheels, live truck levers intermediate the wheels, straps connecting the lower ends of said levers for each wheel, live and dead `equalizing levers having their outer ends connected to each other and their inner ends connected respectively to said live truck levers, and an operative connection between said live equalizing lever and the adjacent auxiliary lever, and brackets on said end rail affording sliding support for said auxiliary levers outwardly thereof and for said equalizer inwardly thereof.

3. In a railway truck a frame having side members and integral end rails, dual power means mounted on an end rail, supporting wheel and axle assemblies, a cylinder equalizer connected to said power means, said equalizer having its opposite ends operatively connected to auxiliary levers mounted adjacent opposite corners of said frame at said end rail, and brake wardly thereof and for saidequalizer inwardly thereof.

`4'. In a railway truck a' framehaving an end rail, dual power means mounted on said end rail, wheel and axle assemblies, a cylinder equalizer connected to the pistons of said power means,

and auxiliary levers fulcrumed on said end rail on opposite sides of said power means, said auxiliary levers having their inner ends connected to opposite ends of said equalizer and their outer ends operatively connected to braking means associated with wheels at the opposite sides of the truck, said braking means comprising interconnected live and dead equalizing levers connected respectively to clasp brakes associated with adjacent wheels, said live equalizing lever being operatively connected to the adjacent auxiliary lever, and brackets on said end rail affording sliding support for said auxiliary levers outwardly thereof and for said equalizer inwardly thereof. i 5. In brake rigging for a railway truck a fram comprising an end rail, a plurality of power means mounted on said end rail, wheel and axle assemblies, auxiliary levers fulcrumed on said end rail on opposite sides of said power means, a cylinder equalizer having its opposite ends operatively connected to said auxiliary levers and points adjacent its opposite ends connected to said power means, braking means associated with the wheels at opposite sides of the truck, operative connections between said braking means and said auxiliary levers respectively, and hand brake means operatively connected to said cylinder equalizer at the mid-point thereof, and a plurality of brackets on said end rail aiording sliding support for the inner ends of said auxiliary levers and affording sliding support for the opposite ends of said equalizer intermediate the points of connection of said equalizer to said power means and said auxiliary levers at opposite ends thereof respectively.

6. In a railway truck a frame having an end rail, dual power means hung from said end rail, wheel and axle assemblies, a cylinder equalizer connected to the pistons of said power means, and auxiliary levers fulcrumed on said end rail on opposite sides of said power means, said auxiliary levers having their inner ends connected to opposite ends of said equalizer and their outer ends operatively connected to braking means associated with wheels at the opposite sides of the truck, and a plurality of 'brackets on said end rail affording sliding support for the inner ends of said auxiliary levers and affording sliding support for said cylinder equalizer at spaced points intermediate said piston connections and said auxiliary lever connections.

'7. In a railway car truck, a frame comprising a transverse member, dual power means supyported on: said'. transverse 'member outwardly vof said power means respectively and connected to 'opposite' ends of said equalizer, and an operative on` said member on opposite sides of the longitudinal center line of said truck, an equalizer having points adjacent its opposite ends connected to said power means respectively, fulcrum means supported on said member adjacent opposite ends thereof, auxiliary levers pivoted in said fulcrum means respectively and connected at their inner ends to opposite ends of said equalizer, clasp brake means associated with said Wheels, and an operative connection between the brake means `at each side of the truck and said respective auxiliary levers, a plurality of brackets supported from said end rail and affording sliding support respectively for the inner ends of said'auxiliary levers outwardly of said end rail, and a plurality of brackets on said end rail intermediate said first-mentioned brackets aordingr sliding support for spaced points of said equalizer inwardly of said end rail.

WALTER lH. BASELT.

RAY G. ADRIEN. 

